Transmission



H. D. ALLEE 1,899,928

TRANSMISSION March 7, 1933.

'3 Sheets-Sheet 1 F lled Nov. 17, 1930 l I I ATTORN H. D. ALLEE 1 99,928

TRANSMI S S ION March 7, 1933.

Filed Nov. 17, 1930 3 Sheets-Sheet 2 lNV ENTOR Patented Mar. 7, 1933 HERBERT 1). ALLRR, or DETROIT,

MICHIGAN, ASSIGNOR TO THE STUDEBAKER CORPO- RATIONQOF SOUTH BEND, INDIANA, A CORPORATION OF NEW JERSEY TRANSMISSION Application filed November 17, 1930. Serial No. 496,189.

' This invention relates primarily to the motor boat art and more particularly to a new and useful mechanism for tran smitting motion to motor boats.

An object of the invention relates to a boat construction utilizing a novel assembly for transmitting motion to alboat.

A further object of-the invention resides in the provision of transmission mechanism for driving the propeller shaft of a boat, the engine being disposed in the stern of the boat. A further object of the invention relates to a novel drive for a motor boat propeller in which the engine is inthe rear of the boat, and the propeller shaft is driven from a transmission mechanism in advance of the engine, the propeller shaft being disposed in a V-shaped relation with respect to the drive shaft of the engine and the angular relation being adjustable to fit different makes and sizes of boats.

A more specific object of the invention resides in a noveltransmission for motor boats in which the parts of thetransmission are readily assembled, easily accessible, strong, not excessive inweight and in which, in the event of breakage or undue wear, may be readily removed and replaced with an economy of time, labor and expense.

A further object of the invention comprises engine 1s chsposed 1n the of myinvention add considerably-to the efficiency and utility of boat propelling mechanism in which the various parts thereof are capable of simple and rapid adjustment. More particularly this object relates to the use of a transmission for energizing a propeller shaft of a motorboat, the positions of the propeller shaft, transmission, and the engine being relatively adjustable as desired without interfering in 7 any way with'the operation of a motor boat propelling assembly. p Other objects of the invention will become evident from the detailed description of the invention. 7 i

Referring tothe figures of the drawings, which are taken to be illustrative of two forms of the invention: I

j I Figure 1 represents a plan view of a boat in which the motion transmitting mechanism comprlsmg the inventlon is incorporated.

the parts driving pinion 11.

Figure 2 represents an elevation of the boat shown in Figure 1.

Figure 3 represents a plan view taken in a manner similar to Figure 1 and representing thepa-rts of the motion transmitting assembly in somewhat different relationship.

Figure 4 is a detail view, partially! in section of a form of transmission which'constitutes part of the invention.

Figure 5 is a sectional view taken along section lines 55 of Figure 4.

Figure 6 represents another form of transmission mechanism constituting a part of the invention, the elements thereof being shown partially in section.

Figure 7 represents a view taken section lines 77 of Figure 6. r

In modern boat construction and particularly in speed boats, it is a common expedient to position the engine in the stern of the boat. There are many advantages which justify such construction, for example, the boat is easy to steer since-the'engine is close to the rudder, greater speed is given to the boat, the bow give the maximum amount of space for passengers, and there are many other advantages evident to those skilled in theart'.

y invention deals generally with motor boats of this type, namely, those in which the stern of the boat,

along and the novel features such construction.

The details of the invention will be described in connection with the drawings and it will be understood that the drawings are illustrative only, of considerable modification over and above the construction shown in the drawings.

7 A boat having a hulll and rudder 2 has a motor 3 disposed in the stern ofthe boat. The motor 3 drivesthe. shaft 4.- from the crank shaft through the universal joint 5.- The shaft 4 drives the stub shaft 7 through the universal joint 6. The stub shaft 7 is formed with a flange8 which is bolted or otherwise fastened to the flange 9 on annulus 10 which is'keyed to a shaft upon which is. mounted ,a Pinion 11 drives a rotatof the boat is clearedso as to the invention being capable I is merely a matter of design, and

ably mounted ring gear 12 which is secured by means of bolts 13 to the casting 14. The casting 14 is drivably connected by means of the pin 15 to the tubular casting 16 which in turn is drivably connected by means of pin 17 to casting 18, to which is fastened a ring gear 19 by means of bolts 20. Pins 15 and 17 may register with suitable arcuate or semicircular notches formed in the annular edges of castings 14, 16 and 18, thus locking the castings together. Ring gear 19 meshes with the pinion 21 mounted on the pinion shaft 22, the latter shaft being keyed to an annulus 23. Annulus 23 is formed, similarly to annulus 10, with a circumferential flange 24 which is fastened to a corresponding flange 25 formed on stub shaft 26 which establishes a drive, through a universal joint 27, intermediate shaft 28, and universal joint 29 to propeller shaft 30 which extends through the bottom of theboat and is supported at its outer end by the bracket 31. The propeller shaft is provided with the usual propeller 32. he relative speeds of the drive shaft and propeller shaft may be controlled by properly pro-portioning the number of teeth on the various gears in the gear train as is Well known to the art. In Figure 4, the pinion 21 is shown of less diameter than pinion 11, and the propeller shaft will therefore rotate somewhat faster than the drive shaft since ring gears 12and 19 are the samesize. Although it is preferable that the propeller shaft rotate faster than the drive shaft, this rests with the discretion of the manufacturer.

The transmission mechanism for effecting a drive from the engine to the propeller is capable of considerable variation in structure. That form SllOWIl'lIl Figure 4 is one of the preferred forms and is therefore described in detail. The pin 15 which forms the drive from the casting 14 to the tubular member 16 may be mounted in a member 33 which has atransverse bore formed therein for the reception 'of the pin. The member 33 is formed with a reduced end 34 adapted to extend through a central bore formed in casting 14. At its other end member 33 is formed with a counterbore 35 adapted to receive'a cylinder 36 fitted to the diameter of the counter bore. The pin 17 is similarly mounted in a member 37 formed with a re duced end 38 which extends through a central aperture in the casting 18. The member 37 is also formed with counterbore for the reception of the cylinder 36. A screw 39 may be provided to extend through the annular portion of the member 37 for locking the cylindrical element 36 against axial movement. Shims 40 may be disposed between the inner end of the members 33 and 37 for the purpose of adjusting thespacing ofthese members.

The castings 14 and 18 are formed with reduced central portions adapted to rotate on roller bearing assemblies 41. The roller bearings are supported in cylindrical bores formed in registering casing sections 42 and 43 which are formed with circumferential flanges 44 and 45 adapted to be fastened together by means of bolts 46 to form a unitary transmission casing. The outer roller bearing races are adjustably held in position by means of threaded rings 47. The reduced ends of the casing are closed by means of removable plates 48 fastened in place by bolts 49. Casing members 42 and 43 are formed with extensions at one side thereof forming pinion shaft housings 50 and 51.

The mounting of the two pinion shafts are substantially identical and the description will therefore be .limited to the mounting of shaft 22 only. The shaft 22 has its pinion 21 suitably fastened at itsinner end andat its outer end the shaft'is keyed to annulus 23 by means of keys'52, the annulus being tightly fixed to the shaft 22 by means of lock washer 53 and nut 54 and abutting a washer 55 at its inner end. The shaft rotates on hearing as semblies 56 and 57 which arespaced by means of rings 58 and 59 having athreaded connection with the interior of the pinion housing A threaded annular element 60 acts as a centralbearing for the pinion shaft, and also functions to space rings 58 and 59. The hous ing 51 is closed at its outer end'by a packing gland 61 which is adapted to retain lubricant within the housing. Lubricant may be introduced into the pinion shaft housing through aperture 62 formed in the wall! the housing and through holes 63 and 64 formed in the annular element 60. The aperture 62 may be closed by the plug 65 which may be provided with spring lugs 66 and 67 for maintaining annular member 60 against rotation, and for holding the plugs 65 in position.

If desired, pins, 15 and 17 may be secured in position by means of pins 68, and the driving connectio'n'between the castings 14 and 18 and cylindrical plemented by the use of dowels 69 or equivalent expedient to between the parts.

The transmission casing members may be fastened in position by means of brackets 71, and a guard7 2 which may serve as aseat, maybe placed over the transmission and may serve to hold the casim in place. The guard 72 may be fastened to the casing through flanged brackets 71. The two sections of the casing are provided with aslot connection to permit of angular adjustment relative to each other and to thereby permit angular adjustment between the driving shaft 4 and the driven shaft 28.

, The transmission above described in detail is adapted to permit ease of. assemblii'ig and.

disassembling. Any of the elements of the transmission maybe easily and quickly remember 16 may be sup 'duced end of moved when broken or wornout, due to the accessibility of each part of the assembly. The castings 14, 16 and 18 are adapted to be cast with hollow interior portions, thus eliminating unnecessary weight, and at the same time insuring a durable construction.

To illustrate the mode of assembling the transmission The ring gears 12 and 19 are fastened to the castings 14 and 18. Assuming that ring gear 19 is first positioned, the casting 18 together with gear 19 is inserted together with bearing assembly 41 into casing member 42. Holding ring 47 is screwed into place. Member 37, together with the pin 17 and cylinder 36 is fixed in position in casting 18. drical casting 16 is slipped into its place. Shims 40 are positioned and member 33, together with pin 15 is placed in abutting relationship with the shims 40. Casting 14 with ring gear 13 is then slipped over the reduced end of member 33, casing member 43 and the other roller bearing assembly are properly located and then the casing members are bolted together. Plates 48 may be placed in position, lubricant being supplied in any suitable fashion. The pinion shafts, together with their respective pinions, are inserted through the pinion housings until the pinions and ring gears mesh properly. Roller bearings 56 are inserted, and threaded members 58, 59 and 60 are properly adjusted in place. Roller bearings 57 are inserted and washers 55 are jammed over the rethe pinion shafts against the Packing glands 61 are positioned and annuli 10 and 23 are keyed to the pinion shafts and fastened in position by means of nuts 54 and lock washers 53. Lubricant may be inserted into the housings and plugs 65 are then sprung into position.

The transmission assembly just described is susceptible of considerable modification, and such modification as coincides with the concept of the invention is considered to be embraced within the scope of the invention. In the form of the invention described and shown in detail in Figures 4 and 5, the driving and driven pinions mesh with independent ring gears, the pinions and pinion shafts having adjustable vertical. planes. In Figures 6 and 7 is shown a modification of the transmission shown in Figures 4 and 5, the driving and driven pinions shown in the modification being driven from a common ring gear. 7 v

The details of construction shown in Figures 6 and 7 are similar to those described in connection with modification a single ring gear 74 serves to transmit motion from pinion 75 to pinion 76. Pinion 75 is driven from the engine, and pinion 76 drives the propeller shaft, the connections to the pinion shafts being substantially the same as shown in Figures 1 and 2.

bearings 57.

Cylin- Figures 4 and 5. In the By virtue of the fact that the pinions mesh with a common gear, they are in the same vertical plane and the pinion shafts are preferably disposed in a V'-relation with respect to each other as shown in Figure 7. The member 77 is formed with both ends reduced, and has a driving pin 78 whichfunctions to drivably connect members 79 and 80 in a manner similar to that described in connection with the functioning of pins 15 and 17. The other details of construction are apparent from the showing of Figure 6. The transmission casing illustrated in this figure differs considerably from that shown in the other figures, casing member 81 having both pinion housings formed integral therewith, and adapted to be closed by a cup member 82.

It will be understood that by virtue of the provision of universal joints 5, 6, 27 and 29, the shafts may be disposed in the angular relationship shown in Figure 1. The shafts may, however, occupy parallel vertical planes as shown in Figure 3. Adjustment of the positions of the shafts is, of course, discretion ary.

It will be observed that by virtue of the association of parts shown in the figures, the advantages of positioning the engine in the rear of the boat are retained, while at the same time makng possible the use of a transmission. The bow of the boat is left clear, and a maximum amount of passenger space is assured. Furthermore, my novel type of transmission is a considerable advance in the art.

A change speed assembly may be connected to the crank shaft if desired.

What I claim is:

1. A transmission assembly comprising, a casing, a driving gear, a ring gear meshing with saiddriving gear, an axial boss on said ring gear for supporting said ring gear at its outer end for rotation relative to said casing, a second ring gear, an axial boss on said second ring gear for supporting said second ring gear at its outer end for rotation relative to said casing, a tubular member positioned between said ring gears, aligned mem- "bers extending through said tubular member and through the bosses on said ring gears, removable means carried by said aligned members interposed between said ring gears and said tubular member to drivably connect said ring gears, and a driven gear meshing with said second ring gear.

2. A transmission assembly comprising, a casing, a driving gear, a ring gear meshing with said driving gear, an axial boss on said ring .gear for supporting said ring gear at its outer end for rotation relative to said casing, a second ring gear, an axial boss on said second ring gear for supporting said second ring gear at its outer end for said casing, a tubular member positioned between said ring gears, aligned members exrotation relative to v tending through said tubular member and the bosses n sald rmg gears, a pair of pms carried by said aligned members, one of said pins being interposed between each of said 5 ring gears and the adjacent end of said tubular member to provide a driving connection between said ring gears, and a driven gear meshing with said second ring gear. Signed by me at South Bend Indiana this 10 7th day of November 1930.

HERBERT D. ALLEE. 

